Steam pumping-engine.



M. W. HIBBARD.

STEAM PUMPING'ENGINE. APPLICATION FILED JAN. 22, 1902.'

Patented Oct. 26, 1909.

'I SHEETS-SHEET 1.

M. W. HIBBARD.

STEAM PUMPING. ENGINE.

urmcuxon 1 11.31) JAN. 22, 1902.

938,146. Patented 0013.26, 1909.

7 SHEETS-SHEET 2.

M. w. HIBBARD.

STEAM PUMPING ENGINE. APPLICATION FILED JAN. 22, 1902.

938, M6. Patented Oct. 26, 1909.

Tanners-sum 4.

I W" i "M, W. HUBBARD.- STEAM PUMPING ENGINE.

APPLICATION FILED JAN. 22, 1902.

938,146. Patented 001;. 26, 1909.

'7 SHEETS-SHEET 5 M W HIBBARD STEAM PUMPING ENGINE. APPLIYOATIOK FILED JAN, 22, 1902.

Patented Oct. 26, 1909.-

llllllllllllll 'mmliilli illiiiiliifiillifiui 8 Will M. W. HIBBARD. STEAM PUMPING ENGINE. APPLICATION FILED 3111.22; 1902.

I 938,16, Patented 0011.26, 1909.

,7 SHEETS-SHEET 7.

HI i

lnnlmlllm issuer w. amiss,

OF CHICAGO, ILLINOES, ASSIGNGB. T0 RICHARD FITZGERALD, GE

' CEICAGG, ILLINGIS.

STEAM PUMPING-ENGINE.

rammed Get. as, race.

Application filed January 22, woe. Serial Flo. eases.

To all whom it may concern:

Be it known that I, MAURY W. l'lIBBARD, residing in Chicago, county of Cook, and State of Illinois, have invented certain new and useful Improvements in Steam Pumping-Engines, of which the following is a specification.

My invention relates to steam pumping engines used for the purpose of compressing fluids. and its object is tosprovide an engine of this class economical in consumption of steam and showing great efficiency in results.

\Yhile my engine may be employed for compressing any fluid, yet it has been primarily designed for the compression of air, more particularly to supply compressed air forair brake systems and air operated appliances on railway trains. Consequently my engine is herein shown of a portable character with means of attachment toa locomotive so that such engine may be readily substituted for the standard air brake engines or pumps now in common use, and my engine will without intention of limitation to any particular application, be described as capable of compressing air and will be compared in efliciency to such air'brake .plllllpS 0]. engines.

It is well known to those skilled in the particular art that the present standard air brake pumps are open to a number of serious objections chief among which may be mentioned their wasteful consumption of steam and inability to Work continuously for any great. length of time without injurious heating of the compression cylinder and the consequent burning out and destruction of packing rings, and boxes as well as the destruction of inlet and outlet valves. The practical demands on such air brake pumps 01' engines have increased with the increased length of railway trains and increased use of air-operated appliances thereon, and the consequent increase of compressed air required and thepresent. standard devices have been unable to satisfactorily meet such demands either by increase of cylinderfliameter or by duplex arcrai'ilr; pin.

rangementmr two stage compression.

In myengine hereinafter fully explained a series of steam and air cylinders are, in the present. instance, connectedto a single The arrangement is such that the steam is cut off and the steam pistons caused to complete their stroke on the expacking in the stutiing,

bya removable cap or pension and furthermore, the connecting rods of both the steam and air pistons are caused to act as a series of toggles or knee levers whereby great air compression is obtained with a minimum of steam pressure.

The many features of advantage and utility in construction and operation of my engine will be apparent from the description hereinafter given.

In the drawings Figure 1 is a sectional elevation of my engine; Fig. 2 a rear elevation thereof; Fig. 3 a section on line A 43 of Fig. 2; Fig. 4 a section line G-D ofFi 1; Figs.

5 and 6 elevations of a steam cylinder connecting rod; Fig. 7 an elevationpfan air cylinder connecting rod; Fig. 8 a section on line E-F of Fig. 9; Fig; 9 a. section on the irregular line G-H of Fig.8; Figs. l1 and 12 detail v1 ws of the rotary steam.- va1ve;-Fig. 13 a plan view of the valve seat; 7 Fig. 14. a yiew showing one of the inlet valves in section and the other in elevation} Fig. 1.5 a similar view of a modified form of inlet valve deviceyi i a plan of the end cap of an air cylin er; Fig. 1'? a secso tion of a discharge, and Fig; 18 a detail view showing the projecting crank shaft.

My invention comprises, as herein shown, a casing 1 providing a crank chamber 2 and having a series of radially extending cyl: inders herein arranged in three pairs or groups of one steam cylinder and one fluid cylinder, the latter cylinders being hereinafter for convenience termed air cylinders; \Vhile I prefer to use six cylinders, three steam and three air cylinders which has been found practical, yet the plurality of' cylinders may comprise a greater number of cylinders. The three steam cylinders are herein marked 3, 4 and 5, and the three air cylinders are marked 6, 7 and 8. By preference the cylinders and crank chamber are cast in one piece, but this is of course not essential. f

Referring to Figs. 4, 5 and 6, the crank chamber is closed on one side by a wall 9 herein shown integral with the casingand provided centrally with the inwardly extending bearing sleeve or box 10. The opposite wall of thecra-nk chamber is formed 7 plate 11 which is bolted or otherwise secured to the casing and provided centrallywith a bearing sleeve or box 12.

To avoid friction or reduce it to a mini-' mum, suitable roller bearings 13 are eznplayed-in the two boxes 10 and 12 for the crank M which has the cranks 15 and the connecting crank pin 16 which art adapted to rotate in the crank chamber 2, Fig.4.

The cranks have extensions 17 opposite the tend radially of the-crank shaft and through the ribs 24 cast on to the rear face of the p b -istearn cylinders into which the ports enter at the top or outer end of the cylinders, Fig. 4!:- Thcse ports which are arranged on the circumference of a circle with the axis of the crank shaftas the center are gov-' erned by a rotary valve 25 which is suitably connected to the extended end 26 of the crank shaft so as to be rotated thereby. As

shown in Figs. 12 and 18' such extended end 26 has a segmental lateral projection 26 adapted to be received by a larger segmental recess 25 in the valve, the balance of the space being up by one or more metal liners 25*.whose position maybe chan ed to one side or the other to change the up and lead of the valve.

The valve 25 has on its outer side a shoul- I der or seat 27 on which seats a. rin 28 working loosel T thereon and acked with respect to the vs vs by a suitab e packing ring 29,

tially central thereof.

' port or Figs. 4 and 10. This ring 28 is adapted to bear against an annular flange 30 formed on the inner wall of the steam chest in suitable manner, Fig. 4, and is free to rotate with the valve or the valve to rotate with respect to the ring. The margin of the valve is cut away at one point to form a steam admission vided with a curved recess 32 adapted to register with and control the exhaust of steam from the steam cylinders which in ex haust passes through the recess and through a port or passage 33 in the valve and finally to the exhaust 21. The steam exhaust is through the valve, and as shown is substan- Under the above described construction the valve is a balanced valve.

Each steam cylinder has a single acting piston 34 connected to the crank gin by means of a connecting rod 35 pivote at its outer end to a wrist pin 36. Likewise each air cylinder has a single acting compressing piston 37 here shown as connected by means of a connecting rod 38 to the connecting rod 35 of the steam cylinder in, its group and to assage 31 and such valve is prosees re a wrist pin 39. The crank end of each steam connectmg rod does not embrace the crank pin, but only partially so, such end being formed as an arc occup ing approximately one-third of the circumflerence of the crank pin. This construction of connecting rod is rendered necessary inasmuch as the three rods are mounted on the same pin and hence group, but although the shown arrangement is preferred as the more desirable and practical one it will be understood that the connecting rods of the air cylinders might be the ones connected to the crank pin. In the present instance both ends of the rods 38 of the air pistons are similarly provided with eyes. the eye on the outer endembracing the wrist pin 39 and'the eyeon the inner end embracing a pivot pin43 arranged in an extension or lug 44 on the inner or crank end of theconnecting rods 35, Figs. 5 and ,6. As will be hereinafter made apparent the vari-. ous connecting rods in e06 oration with the cranks act as members 0 toggles or knee levers. I v v As shown in the drawings, Figs. 1, 5, 6 and 7 the connecting rods are provided on one :side with ribs which are in the same vertical plane as the discharge orifice of a suitable lubricator such as the lubricator l arran ed on the top of the casing 1. These ribs t us not'only constitute a strengthcmng provision for the connecting-rods, but also serve both to conduct oil to the crank pin bearing and to throw the oil around the crank chamber and into the cylinders whereby the latter are thoroughly and efficiently lubricated. The

oil will also be thrown as far as the wrist in bearin s for the purpose of oiling those earmgs a so.

Each air cylinder has a removable end cap r -15 in which are mounted the inlet or suction valves and the outlet or discharge valves. In order that suiiiclent volume of air may be promptly admitted on the suction stroke, a

plurality of inlet valves is preferred and in the present instance two such valves are shown.

Referring to Figs. 16 and 17 the outlet or dischar e valve 46 comprises. a cylinder adapter to seat across the outlet port 47 and thereby govern communication between such port and the discharge or delivery passage 8-5 rod 38 being connected to the rod 35 of its scenes .a r t slve is movable in s chamber toizned s l5 and closeo by the screw plug between WfilClE the outlet. valveis interposed :1 suitable spring 51. Obviously the compressed air ra'ses theoutlet valve against its tension and is then delivered through the discharge passage 48. Any other suitable form of outlet valve may. however, be used.

As both the inlet or suction -valve's are the same in construction and operation a de scription of one will apply to both. Preferably integral withthe cylinder head are two bosses 52 into which screws a casing 53 closed at its outerend by a cap 54:. In Fig. 14 the right hand valve is shown in elevation and the left hand valve in section. The inlet valve comprises valve body 55 end a culls stem 5 The valve body has a beveled portion 5? adapted to seat on a seat58 formed on the casing 53 end such valvebody is also provided with wings or guides 59. The valve stem works through a spider 60 and is 'fs'stened to a collar ill by the ring 62. A

spring 63 coiled arouzidthe v'alve'stem abuts at one endagains'tthe collar 61 and at the other end against the spider 60, with the. re

suit that on the suction stroke of the air cylinder piston the inlet. valve will move inward and off its sect against the tension of the spring, the col r 61 being guided by the upper end of the on -ng 53, whereby air will be drawn into thecylinder through the inlet holes ti l in the valve casing. The above described inlet valves are suitable but others might be adopted.

I do not; herein claim the above described inlet valve, but have made it the subject matter of a divisional application filed April 10 1902, Serial No. 102,115 for improvements in air compressors.

'All the discharge passages from' the air cylinders may be connected to a common discharge or delivery pipe by means of suitable pipe connections, and in Fig. 2 is shown a convenientarrangement in the case of the present and illustrated particular applicatron or my invention. As herein shown the common disclcrge pipe 65 is connected with the discharge of air cylinder 6 by a pipe 66,

with sir cylinder 8 by a, pipe 67 and with air cylinder 7 by a substantially direct connectlon.

l'norder that the engine may be attached to the same base plate which receivesthe present standard locomotive pumping engines e series of four lugs 68 are pIOVIded whereby the engine may be bolted to such base plate. onthe engine casing and the other two on the cylinders e and 7. I

Referring to Figs, 1, 8 and 9 provision is mode for drawing away any moisture or water liable to collect in the cranlr chamber loss l9 formed on the head Two of the lugs are arrangedwhich'weterwould otherwise flow down into the two lowermost; cylinders 3 and 8. To this end I have provided the interior of the crank chamber with sllenge orrib (39 ex tending substantially horizontally along one'side of the two lowermost cylinders and then extending upwardly obliquely across the crank chamber whereby a trough is formed to conduct the water downwardly to an outlet 70. [is shown in Figs. 5 and 6 the bottom trough, slopes downwardly from both ends to such out-let 70.

The operation of the pumping engine will be best comprehended from a description of complete cycle of the operating parts, the

movement being anti-clockwise. Referring to the drawings, .l ig. 1 represents the position when the steam cylinder 3 having already received steam is moving inward under the direct steam pressure and just about cut ofl while the other two steam cylinders are at, exhaust because the exhaust recess of the rotary valve connects their steam ports with the atmosphere, cylinder 4- being at full exhaust and cylinder 5 ustbee ginning its exhaust. Starting with this position of the parts, the connecting rod of the steam cylinder 3 is now pressing inwardly upon the crank pin which constitutes the joint or" a toggle formed by the cranks and the connecting rod 38 of the air cylinder (3. At this time such latter connectingrod is moving outward and its piston has almost completed its outward stroke of full air compression. Also steam cylinders el and are exhausting but are in different stages of ex haust. The piston of air cylinder 7 having completed its inward or suction stroke .is just beginning its compression stroke while the piston of air cylinder 8 is on its suction stroke. The direction of movement of the six rods is indicated by arrows in Fig. 1. Continued inward movement of the connecting l0(l oi steam cylinder 3 to a point beyond its quarter stroke extends the toggle to straight position completing the outward stroke of the piston of air cylinder (5 and causing a partial compression of the air in cylinder 7. Cylinder 3 is out ed at quarter stroke as shown in Fig. 1 and the steam and its piston works therebeyond on expansion until it reaches its full inward stroke when its exhaust is opened. But just before this period is reached, stesmis admitted to cylinder 41 whereupon steam cylinder l acts with respect to air cylinders and 8 in precisely the same manner as the steam cylinder 3 did with respect to air cylinders 6 and'l as above described does its work in similar manner in connection with air cylinders 8 and 6 bringing the piston of cylinder 8 to position of ilull COETipression and moving the piston of cylinder 5 Likewise when it comes theturn of steam cylinder 5 for positive action 1ting of a series of toggles. Starting with the to position ofpartial compression. Following the movement of the particular rod 35 ofthe steam cylinder 3, such cylinder will become opened to exhaust on completion of full inward stroke, the steam cylinder 5 being already at exhaust. When such rod is substantially at two thirds revolution, the steampiston 5 will take steam and cylinder '4: will shortly thereafter be exhausted and cylinder fully compresses the. air in the cylin-,

der in the neighboring group of cylinders in the direction of rotation and partially compresses air in the air cylinder in the group next beyond that. It willalso be observed that each cycle represents the workparts as in Fig. 1 the first toggle is that there represented by the crank and the connecting rod 38 of air cylinder 6. The second toggle will consist of thecrank and'the connectin rod 38 of the air cylinder 7, and the thir toggle will consist of the crank and the connecting rod 38 of the air cylinder 8. The toggle being a most powerful type of lever I am enabled to obtain advantageous results from use thereof in my engine. The efiiciency of air compression is increased and the consumption of steam is decreased, besides which, injurious efi'ects due to heating are avoided. v

As hereinbefore described the six cylinders here shown are arranged in three groups of one steam cylinder and one air cylinder. The proper and efiicient as well as practical arrangement as now known'requires that the centers of the groups of cylinders be placed 120 degrees a art at their centers and the individual cylinders of each group be placed 30 degrees apart. I

In steam pumping engines of the class described, particularly the pumping engines used on locomotives for compressing air 'for the air brake and signal systems, it is a well known fact that the waste of the power of the steam is enormous, especially for the reason that the pumps do not run on the expunsion of the steam and for the reason that the steam and air pistons are directly con 'nected. In applicants apparatus, on the other hahd, the construction and operationare such that the full power is utilized with the result that with steam and air c linders of equal diameter, steam at poun s boiler pressure results in a delivery of compressed air at 90 ounds pressure which effect has not hereto ore been produced.

senses The inlet valves shown in Fig. 14 are of the ordinary construction, but they, like those of the usual type, are open to objections'arising from the clogging and collect:

in of dust, dirt, or grit and foreign pan tic es generally which, are too fine to be rapid wearing away of the inner walls of the cylinder as well as a wearing of the piston and its rings, thereby permitting leakage around the piston. These'objections are particularly serious in railroad work. and

of the air before to provide for a cleansin passing the suction valve is the object of the novelconstruction shown in Fig. 15 which provides for a centrifugal separation of these oreign particles from the air. The suction valveproper is the same as that heretofore described and the parts are correspondingly indicated. The valve casing 53 is however slightly difl'erent in that the suction holes are dispensed with and thecasing provided with a flaring lip 71 to form a dividing partition as hereinafter explained. On to of the 'casin screws a curved cap 72 whose lower lip 3 is reentrant to form a restricted passage with the outer wall or side of the lip 71 and leading to the atmosphere. In

order to form a second restricted passage with respect to the inner wall or side of this lip a curvedtrough shaped plate '2'4 is suitably arranged or supported within the cap' 7 2, in the present instance its flat central portion being clamped and held by the ca 1 The cap is open at its top and provided wit suitable screen or a perforated metal plate 7 5, with perforations of smaller area than the said restricted passage which leads to the atmosphere, so that such perforated late will prevent entrance of particles arge enough to clog such passage When the in: let valve opens, air is drawn inward through the perforated plate and through the series of holes 76 in the cap. The-currents of air The current 'ofair then encounters a.

sharp turn or deflection just before reaching the flaring lip 71.which forms a division between the cleansed air current (which passes inward to the 1nlet valvev through passages 78) and the foreign particles sep- 'illillltl by the action of centrifugal force;

these particlesvfallingoutside the valve device throm h the restricted passage along the outer side of the lip 71. The direction of suction in the inlet valve chamber is such as to cause the air-to enter through the perforated plate 75 and in the direction of the arrows, instead of being sucked through the dust passages, the proper path of suction as shown, being in the line of least resistance. The air is thus cleansed, and pure, clean an I crank emij the other rods being the pistons of the two fend aisolicving an extension, end, one. s seco lowing a crank E} instons,

'ends co the w inner ends.

only is pcrmitred "to enter the cylinder whereby the above mentioneiion eciions are ing cylinders having driven pistons, e crank, and two serlesof connecting rods connected.

to'the-pistons, one of said series of rods beingconnectecl with the crank and boal seri'es thereof being adapted to form toggles or knee levers vii'ri'i each other.

2. in on engine, the combination of se ries of nicl pressure cylinders having driving pier is, s or series air corn; ing cylinriers'having (lriven pigeons, s cm anrl'iwo sets of: counseling roils connccie l .fi I Ls of? cylinders, inc rolls of one set being also conncctei to the conneciccl co the first r'riencioned set to fiorni toggles.

3; In engine, the combination of a. series of steam cylinders having pistons, a similar seriesj of aircompressing cylinders having pistons, a crank, a. set of connecting rods connected respectively to tlieseeamcylinder pistons and to the crank, and a secondset of connecting rotis connected respectively to the air cylineler pistons and pivotelly connected to the first mentioned set of rods to form toggles. l

4; In an engine, the combination of a se 'ries of steam cylinders having pistons, 22. similer series or" coinpressing cylinders, a crank, 21 set oi connecting connected rcspcctively to like steam cylinders and eaclr having 2? part al hub secured to the crank near the crank of .conneceing r the air connected cl ijllc inder-nistons i J J r n .1. .c excensions or one oiner set 01 toggles.

5. The combination of having mounted. therein in .113, v u orrcngeri steam cyliniiers 3, 5 'iicving c serics iiof sirnilcriy airsngeri air 7 8l1avi'ng gistons, a series. teale345 connected in the steam n .-.o the cranl; pin, and having a le ersl ext cnsion provided with a. pivot pin second series conical to tire pi pin L T216 combines having inounteo L rorls to form linrlers e,

ns and pivoie l oil-said pistons and having their on which is opprczinnai'eiy c linders grovicled with pistons,

nlurelity oiconnecting rods connectcol of connecting rods con one third oi so circumference of she crank pin,.1neens for clamping such rods to the crank pin and o. seccncl series of three rods. 38 connectcil or their outer ends so the air pistons and pivoielly connected at their in;-

ner ends to the other series, of connecting reels.

7.-,.ihe combination of a crank chamber having monnted' therein a.- crank sheft'l i havin a crank pin 16, a series of radially arrange steam cylinders 3, 4E and 5 having,

istons .0. series of siinilcrl' arr-an ed air.

cylinders having pistons, a. series of three connecting rods 85 connectedot their outer encls to the steam pistons anrl having their inner ends formed on an l 2 third. of on circumference ir pin, n'ienns for clamping such rorls. u no crank pin con'iprising a clamping engaging said connecting rods 35, fill-ilk a second series of three rorls 38 connect- 3 eiii at tlieirinner ends to the other series of connecting rods. j

8. -'ll1e combination of gas gcraink v chamber having mounted therein a. .crcnkehefi' 1&-

lmving a crank pin 16, a series of'iradially are which. is up} arranged steam cylinoers'fi, 4: and 5 having series of similarly arranged onpistons, e-

having P18130118,

cylinders to. the steam pistons and having their inner a series. of con-. necting rods 35connecte l at their outer encls ends proviclcdjwith lateralextensions on an are which is approximately one third oi the circumference of the crank pin, a pair of clamping rings 40 embracing the saiclilcteral extensions of the connecting rods for holding them in cooperative relation with the crank pin and a second series rods 38 connected respectively to the air pistons to the first series of connecting reels.

9. mine of the class described, the

. j c crenl-L, s piuinliey-or reclierrengcri alternating steam and sir to Elie pistons cml-operstively connee-ze'i l co the 8mm conneciegl so miner-in pairs.

if combinorion of e .crcnlr, I

of alterne'eingstecin and air cylinders ec rc ngeti inpsirs and provided with pisrons, 9. series or glnrcliey of connecting connectcrl to the cream 111.: one to the crank. and; a series or plurality of connect-ingroels connected to the air pisrons, cecl roci of the secondserics of rods m-nny con nected at o point neighboring rod of 11. In cn' engine of combination of a. crank, a series of radially disposed alternating steznn and air cylinders in pairs and provided with pis ions, and a series of rods conneciing rile pistons the first series,

the class dcscri ed, the

of three connecting beyond. the crank axis to its in onengine of: the eiess (lescriirerl, "aloe series orpinrchty shaft having an extension comprising a cylindrical portion and a projecting segmental portion, a rotary valve controlling steam 7 ports to the steam cylinders and having a segmental recess corresponding to said extension, but somewhat larger, and means for adjusting the position of the segmental portion. of the shaft in the segmental recess.

13. In an engine of the class described, theccmbination of a crank shaft, a series of steam and air cylinders having pistons operatively connected to the crank shaft, said shaft having an extension comprising a cylindrical portion and a projecting portion, a rotary valve controlling steam ports to the steam cylinders and having a segmental recess corresponding to said extension, but somewhat larger, and means for adjusting the osition oi' the segmental portion of the shat? in the segmental recess, such means comprising liners adapted to be placed. on one or the other side of the segmental extension of the crankshaft.

1411.. In a device of the class described, the combination of a single crank, a series of scenes substantially radially disposed air and steam cylinders, pistons and connecting rods for the steam cylinders, said rods eing connected directly with the crank, and pistons and connecting rods for the air cylinders, the latter rods being unconnected with the crank but connected with therods of the steam cylinders.

15. In an engine of the class described, the combination of a crank casing havinga series of radiating pressure and compression cylinders, -pistons in said cylinders, a crank to which such pistons are operatively connected, and a drain arranged in the casing for the lowermost cylinders to prevent Water or moisture from flowing therein from the casing.

16. in an engine of the class described, the

combination, of a crank casing having a series of radiating pressure and compression cylinders, pistons in said cylinders, a crank to which. such pistons are operatively con-. nec'ted, and a draw. for the lowermostcylinders comprising, in combination with a drain pipe or passage in the lower ortion of the casing, inclined transverse ri s 69 arranged within the casing and immediately above said cylinders to direct the Water away therefrom and conduct it to the drain passage.

IVLAURY W. HIBBARD. Witnesses: v S. E. Hrssnn, Lonrs l3. Enwm. 

